Indicating system for overdrive control



A ril 20, 1943. E. M. cLAYToR 2,317,029

INDICATING SYSTEM FOR OVERDRIVE CONTROL Filed June 6, 1941 42 42 25 2| W I wv am ax 1:5 ATTORNEYS Patented Apr. 20, 1943 INDICATING SYSTEM FOR OVERDRIVE CONTR Edward M. Claytor, Anderson, Ind, assignor to General Motors Corporation, Detroit, Mich, a corporation of Delaware Application June 6, 1941, Serial No. 396,843

1 Claim.

This invention relates to means for indicating, by the burning of an electric lamp, the function of electrical apparatus used more particularly on an automobile. Such electrical apparatus may be, for example, the electrical system for controlling the automobile overdrive. In one form of automobile overdrive controlling system it has been the practice to indicate that the system has started to function for the purpose of placing the transmission in overdrive by the burning of a lamp and the establishment of the overdrive when the lamp ceases to burn. For day time driving it is desirable that this lamp be distinctly visible, therefore, a lamp which shows a bright red color has been found satisfactory. However, to some drivers a brilliant colored light is objectionable, especially when driving at night and especially in those systems of overdrive control which provide that the lamp shall burn while driving at moderate and high speeds and shall go out only when the overdrive becomes operative. It is therefore an object of the invention to soften the eflect of the brilliant red lamp when driving after dark by mingling with the rays from the red lamp the rays of a lamp of a more subdued color so that the combined effect is a pleasing light rather than an objectionable one. To accomplish this object, I provide a lamp housing for two lamps, one of which gives a brilliant red light which is controlled by the overdrive control system, the other of which gives a soft blue light and is controlled by the lighting switch when actuated into either of its on positions. The front wall of the lamp housing facing the driver is provided with a ground glass pane illuminated by the rays from either or both lamps, In the day time the pane will show red to indicate the functioning of the overdrive. At night when the lights are turned on and the vehicle speed is at least moderate and the overdrive control is conditioned so that overdrive may be efiectecl when desired, the pane will show purple. At night when driving at v speeds, or when driving at higher speeds with the overdrive not effective, the pane will show blue.

Further objects and advantages of the present invention will be apparent from the following description, reference being had to the accompanying drawing wherein a preferred embodiment of the present invention is clearly shown.

In the drawing:

The drawing is a wiring diagram of a form of the present invention.

A generator 2!) is connected through a reverse current relay 2i and an ammeter 22 and wire 23 with battery 24 which is grounded. Current for ignition purposes is obtained by closing a switch 25 connected with wire 23 and primary 2'! of ignition coil 26. The secondary 28 of the ignition coil is connected with the ignition distributor, not shown, and is grounded through the timer 29 with which primary 2! is connected.

The overdrive control system includes a control relay 30 having a core 3| surrounded by magnet coil 32 which when energized attracts an armature 33 carrying a contact 34 engageable with a contact 35. Armature 33 insulatingly supports a resilient contact support 35 carrying a contact 3! normally engaging a contact 33 connected by wire 39 with terminal All between primary 21 and timer 29. Magnet coil 32 is connected with armature circuit 33a connected by wire 4| with Wire 42 connected with battery 24. The circuit of coil 32 is controlled by three switches in series namely 45, 55 and 55. Switch 45 comprises stationary contacts 43 and 54 normally unbridged by a movable contact 46 held by a spring 41 against a stop 43. Switch 45 is closed when the transmission gear shift lever is moved into high or intermediate position. Switch 50 comprises stationary contacts 5! and 52 nor; mally bridged by a movable contact 53 held in contact making position by a spring 55. The operating member 53a of switch 50 is located in alignment with the accelerator pedal so that, when the pedal is depressed to a position required for rapid acceleration, the switch contact 53 will be separated frnm the stationary contacts. Switch 55 is a speed responsive switch which may be in the form of a centrifugal switch op erated by the engine or in the form of an air vane switch as shown. In the disclosed form the switch 55 comprises a stationary contact 55 nor mally out of contact with an air vane 51 pivoted at 58 and grounded. Vane 51 is normally urged by a spring 58 against a stop 65. At a certain vehicle speed corresponding to a certain speed of the engine cooling fan 5|, a current of air 52 is caused to impingeupon the vane 51 and is suliicient to overcome spring 59 and effect engagement between vane 51 and contact 56. Therefore, relay 30 becomes automatically energized when the transmission gear shift lever is in intermediate high position at a certain vehicle speed such as 25 m. p. h. has been attained. Whenthis occurs armature 33 will beattracted downwardly to separate contacts 31' and 33 and to engage contacts 34 and 35. Battery 24 will then be connected to wires 42, M, armature 33,

contacts 34 and 35 and wire 65 with a main attracting coil 66 of a solenoid unit III.

The solenoid I comprises a magnetizable cylindrical frame II enclosing a magnetizable core 72, the main winding I3 and the auxiliary winding I4. The bottom of the frame II and the core I2 are apertured to receive a rod I extending through an apertured armature I6, which 00- operates with a nut 11 to provide a chamber I3 for housing a spring 79 bearing at its upper end against the nut I1 and its lower end against a collar 83 provided by rod I5. A spring 8| interposed between frame II and the flange of nut 'II urges the nut II and hence the armature I6 and the rod I5 upwardly, said upward movement being limited by the engagement of nut II with a stop 32. The lower end of rod I5 is attached to a sun gear locking pawl 30 slidable between ways 9| and 92 provided by a frame 93 of the overdrive transmission housing. Pawl 90 is adapted to be received by notches 94a provided by alooking ring 34 connected with the overdrive sun gear 95. A blocker plate 93 is frictionally connected with looking rin 94 and its rotation in either direction is limited by the lugs 9! and 98 thereof engaging respectively with the ways El and 92.

As explained. heretofore, relay 30 is energized in response to attainment of a certain vehicle speed provided switch 45 has been closed by movement of the gear shift lever into an intermediate or high position. The closing of contacts 34 and 35 of relay 30 cause magnet coil I3 of solenoid It! to be connected with the battery to cause armature IE to move downwardly and the pawl rod I5 to move downwardly under the action of spring I9. However, the pawl 90 will not immediately go into engagement with the sun gear lock ring 34, but will engage one of the surfaces 31a or 98a of the blocker 36. To go into overdrive, the driver must allow the engine speed to drop a certain percentage below corresponding vehicle speed in order to obtain a movement of the blocker 96 such that its notch $59 will be located in alignment with the pawl 90; and then the pawl 90 will engage the sun gear locking ring 94 in order to prevent rotation. of the sun gear 95 and the transmission will be overdrive as is well understood by those skilled in this art. When the pawl 90 has engaged the ring 94 the flange of nut 11 will have engaged a resilient contact support I to move a contact NH out of engagement with a contact I02 thereby disconnecting the main attracting coil I3. The armature I3 however will be held in attracted position by the auxiliary or holding coil I4 which is connected by the battery through wire I5 connected with wire 65- through magnet coil '4 I I a of time relay H0.

Relay H0 comprises a core H2 surroundedby the coil III and having a chromium plated pole face H3 adapted to be engaged by the armature H4 when attracted downwardly to bring contact H5 into engagement with contact H6. Contact H8 is connected by wire I IT with the support 36 of relay 3 which carries contact 31. Armature H4 is connected by wire H3 with a terminal H9 connected with resilient contact carrier I20 carrying a contact I2I adapted to engage grounded contact IE2. Contact carrier I20 carries a nonconducting button I 23 engageable with the upper end of rod I5. Short circuitedcoil Illa retards decay of the flux of the relay no. contacts 31 and 38 of relay 3!), contacts H5 and When the g H3 of relay H0 and contacts I2I and I22 of solenoid unit III are all closed at the same time, there is provided the following ignition grounding circuit: terminal 40, wire 33, contact 38, contact 31, support 33, wire III, contact H6, contact H5, armature H4, wire III), terminal H9, carrier I20, contact I2I, contact I22. This grounding circuit is established for the purpose of rendering the engine momentarily inoperative in order to facilitate retraction of the sun gear locking pawl when it is desired to come out of overdrive.

To come out of overdrive the driver depresses the accelerator pedal for the purpose of obtaining a rapid acceleration thereby opens switch 50 and interrupting the circuit of relay coil 32. Relay 30 opens quickly to cause contacts 34 and 35 to be disconnected whereupon magnet coil I4 of solenoid I0 and magnet coil III of relay III) are disconnected from the battery. Since relay I I is a time lag relay there will be an appreciable time, for example one-tenth second, between the closing of contacts 31 and 30 and the opening of contacts H5 and H6. During this period the ignition is inoperative in order to relieve pressure on pawl 03 and thus to facilitate the retraction of pawl 90 through the action of spring M of solenoid unit I0.

The functioning of relay 30 to condition the system for going into overdrive is visibly indicated to the driver by the burning of lamp I2I in signalling unit I20 which comprises a housing I22 for supporting the detachable socket I23 for the lamp IZI and a detachable socket I24 for a lamp I25. Lamp I2I is connected by wire I30, contact I3I, I32 of solenoid I and wire I33 and wire 65 which is connected with the battery 24 when the contacts 34 and 35 of relay 30 are closed. Lamp I24 gives out brilliant red rays which are projected upon a ground glass pane I34 in the front wall of housing I25 facing the driver. A brilliant red color is distinctly visible to the driver in the day time. When driving at night this brilliant red color may be objectionable. Therefore its eiiect is softened by the burn-.

ing of lamp I29 which is turned on whenever any of the other automobile lamps are turned on. The lamp I Q9 gives out soft blue rays which mingle with the red lamp I24 to produce a purple hue upon the ground glass pane I34.

Lamp I 25is connected with a conventional automobile lighting circuit which will now be- Wire 42 connected with battery 24 described. is connected by fuses I40 and MI with contacts I42 and I43 respectively. Contact I42 is connected by strap I44 with contact I45. The main lighting switch comprises two movable contacts of triangular formation I43 and MI insulated from each other and connected with a common operating member I43. When the contacts I 46;

and I4! are in the parking positions I46 and I41 indicated by dot dash lines, the following circuits are established: through. wire I49 and wire I50 to tail lamp I5I and lamp I25 and a circuit through wires I52 and I53 to parking lamps I54 and I55. When the contacts I46 and I4! are in the driving positions indicated in full lines, the following circuits are established: the circuit including wire I 30, the dimmer switch IBI for selectively connecting the bright filament I62 0! the dim or depressed beam filament I63 of head lamp I34 with wire I63: and the circuit including wire Il and a dimmer switch III for selectively connecting the main filament I12 and the dim or depressed beam II3 of head lamp II4 with wire I70. IlIa of dimmer switches I6I and III respectively The movable contacts IGIa and are insulated from each other but are actuated by a common operating member I80.

From the foregoing description of the construction and mode of operation of the system embodying my invention, it is apparent that when driving in the day time, with the lamps turned off, (off positions of switch contacts I46 and I4! are not shown) no light will be visible at the pane I26 of signal unit I until the driver has pressed the transmission in intermediate or high and has attained a predetermined speed, for example, 25 M. P. H. When this has happened relay 30 will be energized and that fact will be indicated to the driver by the burning of lamp I24 which will cause a brilliant red spot to appear on the ground glass I34. The red spot will continue until the driver allows the engine to decelerate a certain percentage below vehicle speed whereupon the blocker 98 moves so as to allow the pawl 90 to move into locking engagement with the sun gear then the lamp I24 will cease to burn. The disappearance of the red spot from the pane I34 will indicate to the driver that the transmission is in overdrive. When the driver depresses the accelerator pedal sufficiently to cause the transmission to come out of overdrive by the opening of switch 50 and then no light will burn'but when the accelerator pedal is released the lamp I24 will burn again to indicate that the relay 30 is operative to condition the system for going into overdrive again if the driver so desires.

When parking at night the main lighting switch is actuated so that its contacts are in positions I46 and I4'I' the head lamps are off and the parking lamp, tail lamp and lamp I25 are on. The burning of lamp I29 causes a blue spot to appear on the ground glass I34 to indicate to the driver that the parking lamps are on when he leaves the car. When the driver starts to drive away the blue light continues to burn although he has turned off the parking lamps and has turned on the head lamps. After the driver has shifted the transmission into intermediate or high condition and has attained a speed of 25 M. P. 1-1., the lamp I24 will also burn.

The rays of lamps I24 and I29 will combine and a purple spot will appear on the ground glass pane I34 to indicate to the driver that the overdrive control system has started to function for conditioning the sun gear locking pawl for going into overdrive which will occur provided the driver permits the engine to decelerate a certain percentage below the corresponding vehicle speed. When this happens the pawl will move into engagement with the sun gear locking ring 94 and the contacts I3I and I32 will open so that lamp I24 will cease to burn. The color will change from purple to blue on ground glass I34 to indicate to the driver that the car is in overdrive.

In this way I have provided for the indication of the status of the overdrive control system by a Visible signal which is distinctly visible in the day time and one which is modified by the use of the lights by night so as not to be so objectionable to the driver who must look into this signal when driving at night.

While the embodiment of the present invention as herein disclosed, constitutes a preferred form, it is to be understood that other forms might be adopted, all coming within the scope of the claim which follows.

What is claimed is as follows:

A visual indicator for use on automobiles comprising a lamp housing providing a translucent screen to be illuminated, a lamp within the housing for projecting upon the screen a brilliant color readily observed in the day-time, another lamp within the housing for projecting upon the screen a light of subdued color whereby, when both lamps are burning at night, the screen will show a combined color much less brilliant than that given by the first lamp alone, which combined color may be observed at night with pleasing efiect, means operable in response to a condition of the automobile for causing the first lamp to burn, and means responsive to the turning-on of the lamps of the automobile for causing the second-mentioned lamp to burn.

EDWARD M. CLAYTOR. 

